Watercraft hull

ABSTRACT

A hull for a watercraft has a port side, a starboard side, and a keel disposed between the port side and the starboard side. Each of the port and starboard sides has a first portion having a first deadrise angle, and a second portion having a second deadrise angle. The first portion is disposed laterally between the second portion and the keel. A first chine is connected to the first portion. The first portion is disposed laterally between the keel and the first chine. A second chine is connected to the second portion. The second portion is disposed laterally between the first chine and the second chine. The second chine is a soft chine. The first chine has a smaller radius of curvature than the second chine.

TECHNICAL FIELD

The present invention relates to hulls for watercraft.

BACKGROUND

Watercraft for buoy courses have hulls designed to plane (or glide) onthe water at high speeds and to lean the watercraft sideways, such asduring a sharp turn around a buoy. Typically, in a buoy course, whenengaging into a turn, the driver of the watercraft leans the watercraftand uses his momentum to glide around the buoy. The more the driver canlean, the sharper his turn will be.

To allow leaning, buoy course watercraft have hulls with a high deadriseangle. The deadrise angle is the angle formed between the hull or aportion of the hull and the horizontal. Hulls which have such deadriseangles have less surface area contact with the water which is beneficialfor drag reduction. However, because a hull with a high deadrise angleshifts the center of gravity of the watercraft upwards, a watercraftwith a high deadrise angle is usually less stable than a similarwatercraft with a low deadrise angle. Watercraft with high deadriseangles allow the driver to lean more and thus, to provide more lateralforce, or sharper cornering capability. However, there is a threshold tohow much the driver can lean his watercraft before the watercraft loosesgrip with the water and begin sliding sideways. Hulls with high deadriseangles have a higher threshold leaning angle than hulls with lowdeadrise angles. As a consequence, to avoid losing grip, the driveradapts his driving by typically engaging the turn early on and turns ata wide angle around the buoy and turns using inertia momentum.

To address this trade-off between cornering capability and watercraftstability, planning type hulls have been designed as double deadrisehulls. In a double deadrise hull, the bottom part of the hull has a highdeadrise angle, and the top part of the hull has a low deadrise angle.Therefore, in a double deadrise hull, the bottom portion is narrow andhigh to allow leaning at high speed, while the top portion is wide andlow for increase stability at low speed. The vertical distance betweenthe two portions also allows for increased leaning/banking capability.

The different portions of the hull (having same or different deadriseangles) are connected to each other by chines. Chines are the corners(or vertex) between these different portions. Among the different typesof chines, chines can be designed as soft chines or hard chines. A softchine is a chine that has a large radius of curvature, and that give asmooth ride. A hard chine is a chine that has a small radius ofcurvature or is even a sharp corner. When there is a hard chine, thesharp transition between the two portions of the hull causes waterseparation, which is advantageous for reducing drag. However, duringbuoy course at the time of cornering a buoy, water separation is notdesirable as it promotes potential sideways sliding. The current doubledeadrise hulls have a hard chine at an upper part of the hull whichlimits the corning capability. In addition, in high wave condition, hardchines act against the hull penetration is water.

Therefore, there is a need for a watercraft that would permit fast andsharp cornering while being stable.

SUMMARY

It is an object of the present invention to ameliorate at least some ofthe inconveniences present in the prior art.

It is also an object of the present invention to provide a hull for awatercraft. The hull comprises a port side, a starboard side, and a keeldisposed between the port side and the starboard side. Each of the portand starboard sides comprises a first portion having a first deadriseangle, and a second portion having a second deadrise angle. The firstportion is disposed laterally between the second portion and the keel. Afirst chine is connected to the first portion. The first portion isdisposed laterally between the keel and the first chine. A second chineis connected to the second portion. The second portion is disposedlaterally between the first chine and the second chine. The second chineis a soft chine.

The hull of the present invention is a double deadrise hull whichprovides leaning capabilities at high speeds during planning, and alsostable ride in non-planning conditions. At low speeds (typically below30 mph for a personal watercraft (PWC)) where the watercraft isnon-planning (sometimes referred as water displacement mode), both firstand second portions of the hull are immerged and the hull displaces thewater for supporting the weight of the watercraft. The watercraft isstable which is desirable when docking or maneuvering through a marinafor example, where there is high watercraft traffic and little space tomaneuver. At high speeds (typically above 30 mph for a PWC), when instraight line or in moderate turn conditions, the watercraft glides onthe first portion of the hull (lower portion). Because only the firstportion of the hull is in contact with the water, less drag is producedthan when the first and second portions are in contact with the water.

Contrarily of the prior art, the hull of the present invention has asoft second chine (i.e. chine at the upper part of the hull). The softchine comes in contact with the water at high leaning angles and doesnot promote water separation. As a consequence, the soft chine allowsfor a greater threshold leaning angle.

The soft chine retains the water flow at the boundary layer. Theretained water creates a downward hydrostatic force on the bow and thefront sides of the watercraft when the driver slightly releases thethrottle to allow the bow of the hull to dive slightly. This downwardforce acts as a pivot point for the hull to corner without losing muchof its speed.

In an additional aspect, the chine is a hard chine.

The hard chine provides water separation between the first portion andthe second portion of the hull.

In a further aspect, the hull has a length. For each of the port andstarboard sides, the first and second chines extend parallel to eachother on at least a portion of the length of the hull.

In an additional aspect, for each of the port and starboard sides atleast one of the first and second portions is uninterrupted.

In a further aspect, for each of the port and starboard sides, the firstportion comprises at least one lifting strake. Lifting strakes are usedto peel water away from the hull around the waterline in order todecrease the area of the hull in contact with the water and thus reducesdrag.

In an additional aspect, for each of the port and starboard sides, thefirst deadrise angle and the second deadrise angle are identical.

In a further aspect, for each of the port and starboard sides, at leastone of the first and second chines is uninterrupted and extends on amajority of a length of the hull.

In an additional aspect, for each of the port and starboard sides, whenseen from the port and starboard sides, at least one of the first andsecond chines is generally parallel to a waterline of the hull.

In a further aspect, the hull further comprises a port sponson connectedto the port side, and a starboard sponson connected to the starboardside.

In an additional aspect, for each of the port and starboard sides, thehull further comprises a third portion and a third chine. The firstchine connects the third portion to the first portion. The third chineconnects the third portion to the second portion. The third portion hasa third deadrise angle. The third deadrise angle is different from thefirst and second deadrise angles.

In a further aspect, for each of the port and starboard sides, a reversechine is connected to the second chine. The second chine is disposedlaterally between the second portion and the reverse chine. The reversechines are used to produce additional lift for easier planning.

In another aspect, the invention provides a watercraft comprising a hulland a deck disposed on the hull. The hull has port and starboard sidesand a keel disposed therebetween. An engine is connected to at least oneof the hull and the deck. A propulsion system is operatively connectedto the engine. Each of the port and starboard sides comprises a firstportion having a first deadrise angle, and a second portion having asecond deadrise angle. The first portion is disposed laterally betweenthe second portion and the keel. A first chine is connected to the firstportion. The first portion is disposed laterally between the keel andthe first chine. A second chine is connected to the second portion. Thesecond portion is disposed laterally between the first chine and thesecond chine. The second chine is a soft chine.

In an additional aspect, for each of the port and starboard sides, thefirst chine is a hard chine.

In a further aspect, the watercraft has a length. For each of the portand starboard sides, the first and second chines extend parallel to eachother on at least a portion of the length of the hull.

In an additional aspect, for each of the port and starboard sides, atleast one of the first and second portions is uninterrupted.

In a further aspect, for each of the port and starboard sides, the firstportion comprises at least one lifting strake.

In an additional aspect, for each of the port and starboard sides, thefirst deadrise angle and the second deadrise angle are identical.

In a further aspect, for each of the port and starboard sides, at leastone of the first and second chines is uninterrupted and extends on amajority of a length of the hull.

In an additional aspect, for each of the port and starboard sides, whenseen from the port and starboard sides, at least one of the first andsecond chines is generally parallel to a waterline of the hull.

In a further aspect, the watercraft further comprises a port sponsonconnected to the port side, and a starboard sponson connected to thestarboard side.

In an additional aspect, for each of the port and starboard sides, thehull further comprises a third portion and a third chine. The firstchine connects the third portion to the first portion. The third chineconnects the third portion to the second portion. The third portion hasa third deadrise angle. The third deadrise angle is different from thefirst and second deadrise angles.

In a further aspect, for each of the port and starboard sides, the hullfurther comprises a reverse chine connected to the second chine. Thesecond chine is disposed laterally between the second portion and thereverse chine.

In yet another aspect, the present invention provides a hull for awatercraft. The hull comprises a port side, a starboard side, and a keeldisposed between the port side and the starboard side. Each of the portand starboard sides comprises a first portion having a first deadriseangle, and a second portion having a second deadrise angle. The firstportion is disposed laterally between the second portion and the keel. Afirst chine is connected to the first portion. The first portion isdisposed laterally between the keel and the first chine. A second chineis connected to the second portion. The second portion is disposedlaterally between the first chine and the second chine. The first chinehas a smaller radius of curvature than the second chine.

For the purposes of this application, the term ‘deadrise angle’ refersto the angle formed between a portion of the hull and the horizontalwhen the hull is level. If the portion is curved, the deadrise angle isthe average angle of that portion. The term ‘chine’ refers to theconnection between two portions of the hull having differentorientations. A chine is called ‘reverse chine’ when the chine protrudesfrom the hull and is downwardly with respect to a waterline. A chine iscalled ‘flat chine’ when the chine protrudes from the hull and goesparallel to the waterline. The term ‘hard chine’ refers to a chineforming in the hull a sharp or a blunt edge with a small radius ofcurvature. The term ‘soft chine’ refers to a chine forming in the hull ablunt edge with a large radius of curvature. The term ‘strake’ refers toa protruding portion of the hull. The term ‘keel’ refers to a structuralelement located at a lowest most part of the hull. The term ‘waterline’refers to the line on the hull of a watercraft where the water comes to,when the watercraft is unloaded, at rest and level.

Embodiments of the present invention each have at least one of theabove-mentioned objects and/or aspects, but do not necessarily have allof them. It should be understood that some aspect of the presentinvention that have resulted from attempting to attain theabove-mentioned objects may not satisfy these objects and/or may satisfyother objects not specifically recited herein.

Additional and/or alternative features, aspects, and advantages of theembodiments of the present invention will become apparent from thefollowing description, the accompanying drawings, and the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, as well as otheraspects and further features thereof, reference is made to the followingdescription which is to be used in conjunction with the accompanyingdrawings, where:

FIG. 1 illustrates a left side elevation view of a personal watercrafthaving a hull according to an embodiment of the invention;

FIG. 2 is a top plan view of the watercraft of FIG. 1;

FIG. 3 is a perspective view, taken from a front, left side, of a jetboat having a hull according to an embodiment of the invention;

FIG. 4 is a perspective view, taken from a rear, left side, of the jetboat of FIG. 3;

FIG. 5 a perspective view, taken from a bottom, rear, left side, of thehull of the personal watercraft of FIG. 1;

FIG. 6 is a left side elevation view of the hull of FIG. 5;

FIG. 7 is a transversal cross-sectional view of the hull taken alongline 7-7 in FIG. 6;

FIG. 8 is a transversal cross-sectional view of the hull taken alongline 8-8 in FIG. 6;

FIG. 9 is a transversal cross-sectional view of the hull taken alongline 9-9 in FIG. 6;

FIG. 10 is a transversal cross-sectional view of the hull taken alongline 10-10 in FIG. 6;

FIG. 11 is a transversal cross-sectional view of the hull taken alongline 11-11 in FIG. 6; and

FIG. 12 is a front elevation view of the hull of FIG. 6.

DETAILED DESCRIPTION

The general construction of a personal watercraft 10 in accordance withthis invention is shown in FIGS. 1 and 2. The following descriptionrelates to one way of manufacturing a personal watercraft. Obviously,those of ordinary skill in the watercraft art will recognize that thereare other known ways of manufacturing and designing watercraft and thatthis invention would encompass these other known ways and designs.

The watercraft 10 of FIG. 1 is made of a hull 200 and a deck 14. Thehull 200 buoyantly supports the watercraft 10 in the water. The deck 14is designed to accommodate a rider and, in some watercraft, one or morepassengers. The hull 200 and deck 14 are joined together at a seam 16that joins the parts in a sealing relationship. Preferably, the seam 16comprises a bond line formed by an adhesive. Of course, other knownjoining methods could be used to sealingly engage the parts together,including but not limited to thermal fusion, molding or fasteners suchas rivets or screws. A bumper 18 generally covers the seam 16, whichhelps to prevent damage to the outer surface of the watercraft 10 whenthe watercraft 10 is docked, for example. The bumper 18 can extendaround the bow, as shown, or around any portion or all of the seam 16.The hull 200, which is schematically shown in FIG. 1, has a width 262(shown in FIG. 10) of 110 cm (43 inches) and a length 264 (shown in FIG.6) of 325 cm (128 inches). Throughout this application, widths aremeasured with respect to a transverse direction of the hull 200extending from port side 205 to starboard side 207, and lengths aremeasured with respect to a longitudinal direction of the hull 200, i.e.extending between the bow 202 and the aft 204. It is contemplated thatthe hull 200 could have a width 262 comprised between 101 and 127 cm (40and 50 inches), and a length 262 comprises between 228 and 330 cm (90and 130 inches). However, other widths and lengths are alsocontemplated. The hull 200 will be described in greater detail belowwith respect to FIGS. 5 to 12.

The space between the hull 200 and the deck 14 forms a volume commonlyreferred to as the engine compartment 20 (shown in phantom). The enginecompartment 20 accommodates an engine 22, as well as a muffler, tuningpipe, gas tank, electrical system (battery, electronic control unit,etc.), air box, storage bins 24, 26, and other elements required ordesirable in the watercraft 10.

As seen in FIGS. 1 and 2, the deck 14 has a centrally positionedstraddle-type seat 28 positioned on top of a pedestal 30 to accommodatemultiple riders in a straddling position. As seen in FIG. 2, the seat 28includes a first, front seat portion 32 and a rear, raised seat portion34. The seat 28 is preferably made as a cushioned or padded unit, or asinterfitting units. The first and second seat portions 32, 34 areremovably attached to the pedestal 30 by a hook and tongue assembly (notshown) at the front of each seat and by a latch assembly (not shown) atthe rear of each seat, or by any other known attachment mechanism. Theseat portions 32, 34 can be individually tilted or removed completely.Seat portion 32 covers an engine access opening defined by a top portionof the pedestal 30 to provide access to the engine 22. Seat portion 34covers a removable storage bin 26. A “glove compartment” or smallstorage box 36 is provided in front of the seat 28.

A grab handle 38 is provided between the pedestal 30 and the rear of theseat 28 to provide a handle onto which a passenger may hold. Thisarrangement is particularly convenient for a passenger seated facingbackwards for spotting a water skier, for example. Beneath the grabhandle 38, a tow hook 40 is mounted on the pedestal 30. The tow hook 40can be used for towing a skier or floatation device, such as aninflatable water toy.

The watercraft 10 has a pair of generally upwardly extending wallslocated on either side of the watercraft 10 known as gunwales or gunnels42. The gunnels 42 help to prevent the entry of water in the footrests46 of the watercraft 10, provide lateral support for the riders' feet,and also provide buoyancy when turning the watercraft 10, since personalwatercraft roll slightly when turning. Towards the rear of thewatercraft 10, the gunnels 42 extend inwardly to act as heel rests 44. Apassenger riding the watercraft 10 facing towards the rear, to spot awater-skier for example, may place his or her heels on the heel rests44, thereby providing a more stable riding position. Heel rests 44 couldalso be formed separately from the gunnels 42.

Located on both sides of the watercraft 10, between the pedestal 30 andthe gunnels 42 are the footrests 46. The footrests 46 are designed toaccommodate the riders' feet in various riding positions. To thiseffect, the footrests 46 each have a forward portion 48 angled such thatthe front portion of the forward portion 48 (toward the bow 202 of thewatercraft 10) is higher than the rear portion of the forward portion48. The remaining portions of the footrests 46 are generally horizontal.Of course, any contour conducive to a comfortable rest for the riderscould be used. The footrests 46 are covered by carpeting 50 made of arubber-type material, for example, to provide additional comfort andtraction for the feet of the riders.

A reboarding platform 52 is provided at the rear of the watercraft 10 onthe deck 14 to allow the rider or a passenger to easily reboard thewatercraft 10 from the water. Carpeting or some other suitable coveringmay cover the reboarding platform 52. A retractable ladder (not shown)may be affixed to the transom 54 to facilitate boarding the watercraft10 from the water onto the reboarding platform 52.

Referring to the bow 202 of the watercraft 10, the watercraft 10 isprovided with a hood 58 located forwardly of the seat 28 and a helmassembly 60. A hinge (not shown) is attached between a forward portionof the hood 58 and the deck 14 to allow hood 58 to move to an openposition to provide access to the front storage bin 24. A latch (notshown) located at a rearward portion of hood 58 locks hood 58 into aclosed position. When in the closed position, hood 58 prevents waterfrom entering front storage bin 24. Rearview mirrors 62 are positionedon either side of hood 58 to allow the rider to see behind thewatercraft 10. A hook 64 (shown in FIG. 5) is located at the bow 202 ofthe watercraft 10. The hook 64 is used to attach the watercraft 10 to adock when the watercraft 10 is not in use or to attach to a winch whenloading the watercraft 10 on a trailer, for instance.

The helm assembly 60 is positioned forwardly of the seat 28. The helmassembly 60 has a central helm portion 72, that is padded, and a pair ofsteering handles 74, also referred to as a handlebar. One of thesteering handles 74 is provided with a throttle operator 76, whichallows the rider to control the engine 22, and therefore the speed ofthe watercraft 10. The throttle operator 76 can be in the form of athumb-actuated throttle lever (as shown), a finger-actuated throttlelever, or a twist grip. The throttle operator 76 is movable between anidle position and multiple actuated positions. In a preferredembodiment, the throttle operator 76 is biased towards the idleposition, such that, should the driver of the watercraft 10 let go ofthe throttle operator 76, it will move to the idle position. The otherof the steering handles 74 is provided with a lever 75 used by thedriver to decelerate the watercraft 10 as described in greater detailbelow.

As seen in FIG. 2, a display area or cluster 78 is located forwardly ofthe helm assembly 60. The display cluster 78 can be of any conventionaldisplay type, including a liquid crystal display (LCD), dials or LED(light emitting diodes). The central helm portion 72 has various buttons80, which could alternatively be in the form of levers or switches, thatallow the driver to modify the display data or mode (speed, engine rpm,time . . . ) on the display cluster 78 or to change a condition of thewatercraft 10, such as trim (the pitch of the watercraft 10).

The helm assembly 60 is provided with a key receiving post (not shown)located near a center of the central helm portion 72. The key receivingpost 82 is adapted to receive a key (not shown) that starts thewatercraft 10. As is known, the key is typically attached to a safetylanyard (not shown). It should be noted that the key receiving post 82may be placed in any suitable location on the watercraft 10.

The watercraft 10 is generally propelled by a jet propulsion system 84.As is known, the jet propulsion system 84 pressurizes water to createthrust. The water is first scooped from under the hull 200 through aninlet 86, which has an inlet grate (not shown in detail). The inletgrate prevents large rocks, weeds, and other debris from entering thejet propulsion system 84, which may damage the system or negativelyaffect performance. Water flows from the inlet 86 through a water intakeramp 88. The top portion 90 of the water intake ramp 88 is formed by thehull 200, and a ride shoe (not shown in detail) forms its bottom portion92. Alternatively, the intake ramp 88 may be a single piece or an insertto which the jet propulsion system 84 attaches. In such cases, theintake ramp 88 and the jet propulsion system 84 are attached as a unitin a recess in the bottom of hull 200.

From the intake ramp 88, water enters a jet pump (not shown). The jetpump is located in a formation in the hull 200, referred to as thetunnel 94. The tunnel 94 is defined at the front, sides, and top by thehull 200 and is open at the transom 54. The bottom of the tunnel 94 isclosed by a ride plate (not shown). The ride plate creates a surface onwhich the watercraft 10 rides or planes at high speeds.

The jet pump includes an impeller (not shown) and a stator (not shown).The impeller is coupled to the engine 22 by one or more shafts 98, suchas a driveshaft and an impeller shaft. The rotation of the impellerpressurizes the water, which then moves over the stator that is made ofa plurality of fixed stator blades (not shown). The role of the statorblades is to decrease the rotational motion of the water so that almostall the energy given to the water is used for thrust, as opposed toswirling the water. Once the water leaves the jet pump, it goes througha venturi (not shown). Since the venturi's exit diameter is smaller thanits entrance diameter, the water is accelerated further, therebyproviding more thrust. A steering nozzle 73 is pivotally attached to theventuri so as to pivot about a vertical axis 71. The steering nozzle 73could also be supported at the exit of the tunnel 94 in other wayswithout a direct connection to the venturi. Moreover, the steeringnozzle 73 can be replaced by a rudder or other diverting mechanismdisposed at the exit of the tunnel 94 to selectively direct the thrustgenerated by the jet propulsion system 84 to effect turning.

The steering nozzle 73 is operatively connected to the helm assembly 60preferably via a push-pull cable (not shown) such that when the helmassembly 60 is turned, the steering nozzle 73 pivots. This movementredirects the pressurized water coming from the venturi, so as toredirect the thrust and steer the watercraft 10 in the desireddirection. Optionally, the steering nozzle 73 may be gimbaled to allowit to move around a second horizontal pivot axis (not shown). The up anddown movement of the steering nozzle 73 provided by this additionalpivot axis is known as trim and controls the pitch of the watercraft 10.

When the watercraft 10 is moving, its speed is measured by a speedsensor (not shown) attached to the transom 54 of the watercraft 10. Thespeed sensor has a paddle wheel (not shown) that is turned by the waterflowing past the hull 200. In operation, as the watercraft 10 goesfaster, the paddle wheel also turns faster. An electronic control unit(ECU) (not shown) connected to the speed sensor converts the rotationalspeed of the paddle wheel to the speed of the watercraft 10 inkilometers or miles per hour, depending on the rider's preference. Thespeed sensor may also be placed in the ride plate or at any othersuitable position. Other types of speed sensors, such as pitot tubes,and processing units could be used, as would be readily recognized byone of ordinary skill in the art. Alternatively, a global positioningsystem (GPS) unit could be used to determine the speed of the watercraft10 by calculating the change in position of the watercraft 10 over aperiod of time based on information obtained from the GPS unit.

The watercraft 10 is provided with a reverse gate (not shown) which ismovable between a first stowed position where it does not interfere withthe jet of water (not shown) being expelled by the jet propulsion system84 and a plurality of positions where it redirects the jet of waterbeing expelled by the jet propulsion system 84.

Sponsons 77 are disposed on both sides 205, 207 of the hull 200 near thetransom 54. It is contemplated that the sponsons 77 could be optional.The sponsons 77 have an arcuate undersurface that gives the watercraft10 both lift while in motion and improved turning characteristics. Thesponsons 77 are fixed to the surface of the hull 200 and can be attachedto the hull 200 by fasteners or molded therewith. It is contemplatedthat the position of the sponsons 77 with respect to the hull 200 may beadjustable to change the handling characteristics of the watercraft 10and accommodate different riding conditions. Trim tabs, which arecommonly known, may also be provided at the transom and may becontrolled from the helm assembly 60.

The general construction of a jet boat 100 in accordance with thisinvention is shown in FIGS. 3 and 4. The following description relatesto one way of manufacturing a jet boat. Obviously, those of ordinaryskill in the jet boat art will recognize that there are other known waysof manufacturing and designing jet boats and that this invention wouldencompass these other known ways and designs.

The jet boat 100 has a hull 201 and a deck 112 supported by the hull201. The hull 201, which is schematically shown in FIG. 3, has a widthof 244 cm (8 feet) and a length of 610 cm (20 feet). It is contemplatedthat the hull 201 could have the width comprised between 213 and 259 cm(7 and 8.5 feet) and the length comprised between 457 and 762 cm (15 to25) feet. However, other widths and lengths are also contemplated. Thehull 201 has similar features as the hull 200 described below withrespect to FIGS. 5 to 12, and as such will not be described in detailherein.

The deck 112 has a forward passenger area 122 and a rearward passengerarea 124. A right console 126 and a left console 128 are disposed oneither side of the deck 112 between the two passenger areas 122, 124. Apassageway 130 disposed between the two consoles 126, 128 allows forcommunication between the two passenger areas 122, 124. A door 131 isused to selectively open and close the passageway 130. At least oneengine (not shown) is located between the hull 200 and the deck 112 atthe back of the boat 100. The engine powers the jet propulsion system(not shown) of the boat 100. The jet propulsion system is of similarconstruction as the jet propulsion system 84 of the personal watercraft10 described above, and will therefore not be described again. A reversegate 110 is operatively mounted to the hull 201. The reverse gate 110 isof similar construction as the reverse gate 110 of the personalwatercraft 10 described above, and will therefore not be describedagain. In a preferred embodiment, the boat 100 has two engines and twojet propulsion systems each provided with a reverse gate 110. The engineis accessible through an engine cover 132 located behind the rearwardpassenger area 124. The engine cover 132 can also be used as a sundeckfor a passenger of the boat 100 to sunbathe on while the boat 100 is notin operation. A reboarding platform 152 is located at the back of thedeck 112 for passengers to easily reboard the boat 100 from the water.

The forward passenger area 122 has a C-shaped seating area 136 forpassengers to sit on. The rearward passenger area 124 also has aC-shaped seating area 138 at the back thereof. A driver seat 140 facingthe right console 126 and a passenger seat 142 facing the left console128 are also disposed in the rearward passenger area 124. It iscontemplated that the driver and passenger seats 140, 142 can swivel sothat the passengers occupying these seats can socialize with passengersoccupying the C-shaped seating area 138. A windshield 139 is provided atleast partially on the left and right consoles 128, 126 and forwardly ofthe rearward passenger area 124 to shield the passengers sitting in thatarea from the wind when the boat 100 is in movement. The right and leftconsoles 126, 128 extend inwardly from their respective side of the boat100. At least a portion of each of the right and the left consoles 126,128 is integrally formed with the deck 112. The right console 126 has arecess 144 formed on the lower portion of the back thereof toaccommodate the feet of the driver sitting in the driver seat 140 and anangled portion of the right console 126 acts as a footrest 146. A footpedal 147 is provided on the footrest 146. The left console 128 has asimilar recess (not shown) to accommodate the feet of the passengersitting in the passenger seat 142. The right console 126 accommodatesall of the elements necessary to the driver to operate the boat. Theseinclude, but are not limited to, a helm assembly in the form of asteering wheel 148, a throttle operator 76 in the form of a throttlelever, and an instrument panel. The instrument panel have various dialsindicating the watercraft speed, engine speed, fuel and oil level, andengine temperature. The speed of the boat 100 is measured by a speedsensor (not shown) which can be in the form of the speed sensordescribed above with respect to the personal watercraft 10 or a GPS unitor any other type of speed sensor which could be used for marineapplications. It is contemplated that the elements attached to the rightconsole 126 could be different than those mentioned above. The leftconsole 128 incorporates a storage compartment (not shown) which isaccessible to the passenger sitting the passenger seat 142.

Turning now to FIGS. 5 to 12, an embodiment of the hull 200 will bedescribed in greater detail.

The hull 200 is a double deadrise hull defined by a first portion 208, asecond portion 210 disposed at respective first and second deadriseangles 220, 222. It is contemplated that the hull 200 could be amultiple deadrise hull (e.g. triple, quadruple etc.). The hull 200 issymmetrical with respect to a keel 206. The keel 206 separates the portside 205 from the starboard side 207 of the hull 200. The starboard side207 being a mirror image of the port side 205, the hull 200 will bedescribed for the port side 205 only.

Referring more specifically to FIG. 10, the first portion 208 is locatedbetween the keel 206 and the second portion 210. The first deadriseangle 220 of about 22 degrees when measured on a cross-section of thehull 200 taken along the line 10-10 of FIG. 6. The second deadrise angle222 of about 22 degrees when measured on the cross-section of the hull200 taken along the line 10-10 of FIG. 6. The deadrise angles 220, 222are measured with respect to a horizontal 250. In the embodiment shownin the Figures, the first deadrise angle 220 and the second deadriseangle 222 are identical, but it is contemplated that the first deadriseangle 220 and the second deadrise angle 222 could be different from eachother. It is also contemplated that each of the deadrise angles 220, 222could range between 12 and 25 degrees. It is also contemplated that forcertain applications each of the deadrise angles 220, 222 could rangebetween 20 and 25 degrees.

Still referring to FIG. 10, the first portion 208 has a width 266 ofabout 30 cm (11.8 inches) and the second portion 210 has a width 268 ofabout 18 cm (7.08 inches) for a total port side 205 width 272 of about50 cm (19.7 inches). However, other widths 266 for the first portion 208and widths 268 for the second portion 210 are also contemplated. Thefirst portion 208 and the second portion 210 are generally continuousand flat. It is contemplated that the portions 208, 210 could have somecurvature. It is also contemplated that the portions 208, 210 could bethemselves interrupted or discontinuous.

Referring more specifically to FIG. 6, the first portion 208 alsoincludes a lifting strake 240. The lifting strake 240 is located nearthe keel 206 at about 10 cm (3.9 inches) laterally from the keel 206. Alength 265 (shown in FIG. 6) of the lifting strake 240 is about 99 cm(38.9 inches). The lifting strake 240 has a triangular cross-section,and is downwardly inclined of about 3 degrees from the waterline 212. Itis contemplated that the first portion 208 could have more than onelifting strake, and that the lifting strakes could have differentlengths. It is also contemplated that the second portion 210 could haveone or more lifting strake. It is contemplated that the lifting strake240 could have a different cross-sectional shape. It is contemplatedthat the lifting strake 240 could be inclined between 3 and 5 degreeswith respect to the waterline 212.

The first portion 208 connects to the second portion 210 via a thirdportion 214. The third portion 214 is a small portion that acts as atransition between the first portion 208 and the second portion 210. Thethird portion has a width 270 of about 1 cm (0.39 inch). However, otherwidths 270 for the third portion 214 are also contemplated. The thirdportion 214 includes a first chine 230. The first chine 230 is a hardchine. It is contemplated that the first chine 230 could be a softchine. As best seen in FIG. 12, the first chine 230 has a generallysharp edge, however it is contemplated that the first chine 230 couldhave a blunt edge and some radius of curvature, while still being a hardchine. The first chine 230 will be described in greater detail below.The first portion 208 forms with the third portion 214 an angle 226 ofabout 126 degrees when measured on the cross-section of the hull 200taken along the line 10-10 of FIG. 6. The third portion 214 has a thirddeadrise angle 224 which is larger than the first and second deadriseangles 220, 222. The third deadrise angle 224 is at about 78 degreesfrom the horizontal 250 when measured on the cross-section of the hull200 taken along the line 10-10 of FIG. 6. Other angles 226, 224 are alsocontemplated.

The second portion 210 connects to an upper portion 217 of the hull 200at a second chine 232. The second chine 232 is a soft chine. The secondchine 232 will be described in greater detail below. The second portion210 forms with the upper portion 217 of the hull 200 an angle 228 ofabout 122 degrees when measured on the cross-section of the hull 200taken along the line 10-10 of FIG. 6. The second portion 210 forms withthe third portion 214 an angle 229 of about 124 degrees when measured onthe cross-section of the hull 200 taken along the line 10-10 of FIG. 6.Other angles 228, 229 are also contemplated. Unlike the first portion208, the second portion 210 does not have a lifting strike. However, itis also contemplated that the second portion 210 could have one or morelifting strakes.

The first and second chines 230, 232 extend on a majority of a length ofthe hull 200 from the aft 204 to a location generally toward the bow202. The chines 230, 232 are generally parallel to the waterline 212.Because the watercraft 10 is a planning watercraft, the chines 230, 232are downwardly inclined by about 3 degrees from the waterline 212. It iscontemplated that the chines 230, 232 could be inclined between 3 and 5degrees with respect to the waterline 212. The chines 230, 232 areuninterrupted. They are continuous and formed of a single piece. It iscontemplated that the chines 230, 232 could be formed of several piecesand could be discontinuous. A length 263 of the chine 230 is about 247cm (97.24 inches), and a length 261 of the chine 232 is about 237 cm(93.3 inches). However, other lengths for the chines 230, 232 are alsocontemplated. The chines 230, 232 follow a shape of the hull 200 andextend upwardly toward the bow 202. It is contemplated that only one ortwo of the chines 230, 232 could extend along a majority of the hull200. It is also contemplated that the chines 230, 232 could extend alonga minority of the length of the hull 200. It is also contemplated thatone or more of the chines 230, 232 could extend from a locationdifferent from the aft 204.

As best seen throughout the cross-sectional views of FIGS. 7 to 11, thefirst chine 230 has a cross-sectional shape that changes throughout thelength 264 of the hull 200. It is contemplated that the first chine 230could have a constant cross-sectional shape throughout its length. As aradius of curvature of the first chine 230 varies along its length, theangle 226 becomes generally more acute toward the aft 204 than towardthe bow 202 of the watercraft 10. Because the hull 200 is a planninghull, at high speeds, only a rear and a center portion of the hull 200are in contact with the water. Hence the first chine 230 being a hardchine, it promotes, at high speeds, water separation which in turnreduces drag. At low speeds, however, a majority of the hull 200 is incontact with the water and the first chine 230 is submerged. Hence, atlow speeds, the first chine 230 does not promote water separation butassists in maintaining a straight course when hit sideways by currentsor waves. Despite the change of curvature the first chine 230 remains ahard chine throughout its length. The radius of curvature of the firstchine 230 infinite when measured on the cross-section of the hull 200taken along the line 7-7 of FIG. 6 (generally flat surface), about 38 mm(1.49 inches) when measured on the cross-section of the hull 200 takenalong the line 8-8 of FIG. 6, about 43 mm (1.69 inches) when measured onthe cross-section of the hull 200 taken along the line 9-9 of FIG. 6,about 22 mm (0.86 inch) when measured on the cross-section of the hull200 taken along the line 10-10 of FIG. 6, and about 8 mm (0.31 inch)when measured on the cross-section of the hull 200 taken along the line11-11 of FIG. 6. Other radii of curvature for the first chine 230 arealso contemplated.

As best seen throughout the cross-sectional views of FIGS. 7 to 11, thesecond chine 232 has a cross-sectional shape that changes throughout itslength. It is contemplated that the second chine 232 could have aconstant cross-sectional shape throughout its length. As a radius ofcurvature of the second chine 232 varies along its length. The angle 228becomes generally more acute toward the bow 202 than toward a center ofthe watercraft 10 to accommodate a shortening in width of the hull 200toward the bow 202. Despite the change of curvature the second chine 232remains a soft chine throughout its length. The radius of curvature ofthe second chine 232 is about 106 mm (4.17 inches) when a cross-sectionis taken along the line 7-7, about 141 mm (5.55 inches) when measured onthe cross-section of the hull 200 taken along the line 8-8 of FIG. 6,about 138 mm (5.43 inches) when measured on the cross-section of thehull 200 taken along the line 9-9 of FIG. 6, about 123 mm (4.84 inches)when measured on the cross-section of the hull 200 taken along the line10-10 of FIG. 6, and about 84 mm (3.3 inches) when measured on thecross-section of the hull 200 taken along the line 11-11 of FIG. 6. Ascan be noticed, the radius of curvature of the first chine 230, being ahard chine, it features a smaller radius of curvature than the one ofthe second chine 232. Other radii of curvature for the second chine 232are also contemplated.

A reverse chine 236 is disposed on the upper portion 217 between thesecond chine 232 and an upper most point of the hull 200. The reversechine 236 is disposed above the second chine 232 to allow waterseparation from the water that would have attached to the second chine232, since the second chine 232 is a soft chine. As best seen in FIG. 5,the reverse chine 236 extends only on a portion of the length of thehull 200 to leave room for the sponsons 77. It is contemplated that thereverse chine 236 could be a flat chine or could be omitted.

A step 209 (shown in FIG. 5) in the vicinity of the aft 204 reducescontact of the hull 200 with the water and as a consequence reducesdrag. The depressed portion 209 extends laterally along the width of thefirst portion 208, and extends longitudinally from the aft 204 to aboutthe intake ramp 88. It is contemplated that the step 209 could beomitted.

Modifications and improvements to the above-described embodiments of thepresent invention may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting.The scope of the present invention is therefore intended to be limitedsolely by the scope of the appended claims.

1. A hull for a watercraft comprising: a port side; a starboard side;and a keel disposed between the port side and the starboard side, eachof the port and starboard sides comprising: a first portion having afirst deadrise angle; a second portion having a second deadrise angle,the first portion being disposed laterally between the second portionand the keel; a first chine connected to the first portion, the firstportion being disposed laterally between the keel and the first chine;and a second chine connected to the second portion, the second portionbeing disposed laterally between the first chine and the second chine,the second chine being a soft chine.
 2. The hull of claim 1, wherein,for each of the port and starboard sides, the first chine is a hardchine.
 3. The hull of claim 1, wherein the hull has a length, andwherein for each of the port and starboard sides, the first and secondchines extend parallel to each other on at least a portion of the lengthof the hull.
 4. The hull of claim 1, wherein, for each of the port andstarboard sides, at least one of the first and second portions isuninterrupted.
 5. The hull of claim 1, wherein, for each of the port andstarboard sides, the first deadrise angle and the second deadrise angleare identical.
 6. The hull of claim 1, wherein, for each of the port andstarboard sides, at least one of the first and second chines isuninterrupted and extends on a majority of a length of the hull.
 7. Thehull of claim 1, wherein, for each of the port and starboard sides, whenseen from the port and starboard sides, at least one of the first andsecond chines is generally parallel to a waterline of the hull.
 8. Thehull of claim 1, wherein, for each of the port and starboard sides, thehull further comprises a third portion and a third chine, the firstchine connecting the third portion to the first portion, the third chineconnecting the third portion to the second portion, the third portionhaving a third deadrise angle, the third deadrise angle being differentfrom the first and second deadrise angles.
 9. The hull of claim 1,wherein, for each of the port and starboard sides a reverse chine isconnected to the second chine, the second chine being disposed laterallybetween the second portion and the reverse chine.
 10. A watercraftcomprising: a hull, the hull having port and starboard sides and a keeldisposed therebetween; a deck disposed on the hull; an engine connectedto at least one of the hull and the deck; a propulsion systemoperatively connected to the engine, each of the port and starboardsides comprising: a first portion having a first deadrise angle; asecond portion having a second deadrise angle, the first portion beingdisposed laterally between the second portion and the keel; a firstchine connected to the first portion, the first portion being disposedlaterally between the keel and the first chine; and a second chineconnected to the second portion, the second portion being disposedlaterally between the first chine and the second chine, the second chinebeing a soft chine.
 11. The watercraft of claim 10, wherein, for each ofthe port and starboard sides, the first chine is a hard chine.
 12. Thewatercraft of claim 10, wherein the watercraft has a length, and whereinfor each of the port and starboard sides the first and second chinesextend parallel to each other on at least a portion of the length of thehull.
 13. The watercraft of claim 10, wherein, for each of the port andstarboard sides, at least one of the first and second portions isuninterrupted.
 14. The watercraft of claim 10, wherein for each of theport and starboard sides the first deadrise angle and the seconddeadrise angle are identical.
 15. The watercraft of claim 10, wherein,for each of the port and starboard sides, at least one of the first andsecond chines is uninterrupted and extends on a majority of a length ofthe hull.
 16. The watercraft of claim 10, wherein, for each of the portand starboard sides, when seen from the port and starboard sides, atleast one of the first and second chines is generally parallel to awaterline of the hull.
 17. The watercraft of claim 10, wherein, for eachof the port and starboard sides, the hull further comprises a thirdportion and a third chine, the first chine connecting the third portionto the first portion, the third chine connecting the third portion tothe second portion, the third portion having a third deadrise angle, thethird deadrise angle being different from the first and second deadriseangles.
 18. The hull of claim 10, wherein, for each of the port andstarboard sides, the hull further comprises a reverse chine connected tothe second chine, the second chine being disposed laterally between thesecond portion and the reverse chine.
 19. A hull for a watercraftcomprising: a port side; a starboard side; and a keel disposed betweenthe port side and the starboard side, each of the port and starboardsides comprising: a first portion having a first deadrise angle; asecond portion having a second deadrise angle, the first portion beingdisposed laterally between the second portion and the keel; a firstchine connected to the first portion, the first portion being disposedlaterally between the keel and the first chine; and a second chineconnected to the second portion, the second portion being disposedlaterally between the first chine and the second chine, the first chinehaving a smaller radius of curvature than the second chine.